IFT_RPA_Syllabus.pdf

AETC Syllabus U-P2A-A

Flying Training

Remotely Piloted Aircraft (RPA)

Pilot Initial Flight Training

July 2015

Air Education and Training Command

Designed for AETC Course Use

DEPARTMENT OF THE AIR FORCE AETC Syllabus U-P2A-A

Headquarters Air Education and Training Command

Randolph AFB TX 78150-4325 July 2015

This syllabus outlines the training required to achieve the proficiency specified in the course training standards. It prescribes the course content, instructions to conduct the training, and the approximate time required to successfully complete all requirements. Any training not specifically authorized in this syllabus or other AETC directives is prohibited without prior approval of this headquarters. Forward suggestions to HQ AETC/A3FP, 1 F STREET STE 2, RANDOLPH AFB TX 78150-4325. The next planned revision is July 2017

OFFICIAL

JOHN A. CHERREY

Brigadier General, USAF

Director of Intelligence, Operations, and Nuclear Integration

Supersedes AETC Syllabus U-P2A-A, March 2013

Pages: 32

OPR: HQ AETC/A3FP

POC: Mr. Wayne I. Mudge, DSN 487-9652

Certified by: Col James M. Abatti, HQ AETC/A3F

Accessibility: A .pdf file is available on the AF Portal in “Communities” listed as “AETC/A3F Bookstore.”

Distribution: Authorized to Department of Defense and U.S. companies under DoD contract for this course only.

Releasability: Access to this publication is restricted. Refer requests for this document to the OPR.

i

Contents

Chapter Page

1 — Course Description

2 — Course Administration

Section A — Syllabus Management

1. Syllabus Interpretation

2. Syllabus Waiver

3. Syllabus Deviation

Section B — Training Management

1. Military Flight Commander Responsibilities

2. Squadron Commander Responsibilities

3. Contractor Responsibilities

4. Requirements and Restrictions

5. Additional Training (AT) Sorties

6. Airsickness

7. Manifestation of Apprehension (MOA)

8. Flying Safety

9. Emergency Procedures (EP) Training

10. Student Standardization Program

11. Briefing Requirements

12. Maneuver Demonstrations

13. Unsatisfactory Performance

14. Solo Requirements and Restrictions

15. Minimum Scheduled Student Turn-Times

16. Commander’s Review (CR) Process

17. Cockpit / Crew Resource Management (CRM)

Section C — Grading Procedures

1. Maneuver Grading

2. Absolute Grading Scale

3. Relative Grading Scale

4. Regression rules

5. Maneuver Item File (MIF)

6. Solo Flight Grading Procedures

7. Incomplete Sorties

Section D — Course Training Standards (CTS)

1. Purpose

2. Duties and Responsibilities

3. General Proficiency Standards

4. Employment

5. Tasks ii

3 — Academic Training

Section A — Indoctrination

Section B — Academics

Section C — Officer Development

4 — Flying Training

Section A — Ground Training

Section B — Aircraft

5 — General Instructions

Section A — Prerequisites

Section B — Bibliography

Section C — Glossary

Summary of Changes

Modifies the name of the program from Initial Flight Screening to Initial Flight Training to reflect a shift in emphasis from screening to training

Expands the additional training sortie guidance

Clarifies guidance on maximum daily student flying activities.

Removes the maximum number of hours before solo restriction.

Gives PC and EC pilots authority to solo students following a successful R501 PC or EC sortie.

Adds 1.0 hour of academic training and reduces ground instruction by .5 hours

Changes the numbering of AETCI 36-2205 to AETCI 36-2605

Makes minor administrative corrections.

Chapter 1

Course Description

1. Title — Remotely Piloted Aircraft (RPA) Pilot Initial Flight Training.

2. Identifier — U-P2A-A

3. Objective — Motivate and prepare pilot candidates for entry into Undergraduate RPA Training (URT). This training, which is the initial step in the URT pipeline, includes:

a. Flying training to teach the principles, procedures and techniques used in basic flying operations.

b. Ground training to supplement and reinforce flying training.

Orientation to military flight training.

4. Location — Pueblo, Colorado.

5. Duration — 37 training days.

6. Entry Prerequisites — Selected as a candidate for Remotely Piloted Aircraft (RPA) training and medically qualified [Medical Flight Screening, Federal Aviation Administration (FAA) Class III Medical Certificate, and a USAF

Flying Class IIU Medical Examination, IAW AFI 48-123, Medical Examinations and Standards]. Non-USAF RPA candidates only require a Federal Aviation Administration (FAA) Class III Medical and a Student Pilot Certificate.

7. Status Upon Graduation — Commissioned officer graduates of this course are qualified to enter undergraduate

RPA training.

8. Flying Training — The times specified are actual mission times and do not include time for briefing or debriefing.

Sorties Hours

Dual Flying 22 31.9

Solo Flying 5 7.4

Total 27 39.3

9. Course Summary Hours

a. Indoctrination 5.0

b. Academic Training 22.5

c. Officer Development 21.0

d. Ground Training 13.5

e. Aircraft 39.3

Total Course Hours 101.3

Course Administration

Section A — Syllabus Management

1. Syllabus Interpretation

This syllabus is directive and must be followed as written. If no clear syllabus guidance exists, resolve the situation using the appropriate chain of command. If the logical course of action appears to conflict with other directives, contact the OPR, HQ AETC/A3FP, DSN 487-9642 or 9652.

2. Syllabus Waiver

An approved syllabus waiver is required for any planned exception to the syllabus caused by special or unusual circumstances. Do not accomplish or omit any training requested in a waiver until notification of approval. Maintain a permanent record of all approved waivers in the students’ training folders. Permanent or blanket waivers are not authorized, but should be suggested as syllabus changes. Submit syllabus and entry prerequisite waiver requests electronically or in writing, on AETC Form 6, Waiver Request, through AETC/A3FP to AETC/A3F.

3. Syllabus Deviation

A syllabus deviation is any unplanned variation from syllabus requirements such as prerequisite flow, turn times, landing currency, or maneuver item file (MIF) requirements. Document all syllabus deviations in the student’s training folder. All syllabus-directed training must be accomplished unless a waiver request or proficiency advancement is approved. If unforeseen circumstances result in an omission of required training, the 306 FTG/CC (or designated representative) determines if the omitted training can be accomplished later in the syllabus flow without adversely affecting the quality of student training. Document 306 FTG/CC (or designated representative)-directed corrective actions and the accomplishment of the omitted training in the student’s training folder.

Section B — Training Management

1. Military Flight Commander Responsibilities

a. Monitor student training. Coordinate with and assist the contractor-appointed civilian flight commander who is responsible for the day-to-day and normal training of each student under their supervision. The contractor-appointed civilian flight commander ensures the military flight commander is aware of each student’s progress and status to include the decision to double-turn a student before the 300 Unit, make a sortie incomplete, or give a student an additional training sortie.

b. Assist students and flight instructors with the training review process and provide for motivation, discipline, physical and mental well-being, and general welfare of students. Flight commanders must be aware of each student’s progress in all areas, including the potential effect of external factors (personal problems, etc.). Flight commanders accomplish the following:

(1) Perform Student Counseling — Counsel students as necessary on military matters, including personal problems and disciplinary matters. Refer students to appropriate support agencies (Chaplain, Legal Office, etc.) for further assistance, if necessary. If training is affected, ensure the contractor-appointed civilian flight commander is aware of the situation and any actions taken.

(2) Oversee the contractor’s maintenance of student training folders IAW AETCI 36-2605.

Note: Maintain sensitive personal information in a secure location.

(3) Ensure proper management of military training, including student processing.

(4) Assist in syllabus-directed functions.

2. Squadron Commander Responsibilities

a. Execute and enforce a fitness program, IAW AFI 36-2905, Fitness Program and AETCI 36-2605, Vol. 1.

b. Fulfill the responsibilities stipulated in AETCI 36-2605, Vol. 3.

3. Contractor Responsibilities.

Fulfill the requirements stipulated in the Performance Work Statement for IFT.

4. Training Requirements and Restrictions

a. Training Practices — The student’s civilian flight commander and assigned instructor ensure overall maneuver continuity and currency throughout each unit. No more than three different instructors and one supervisor fly with a student prior to R307.

b. Average Hours / Events — Students complete the course objectives with an average of 39.3 flying hours.

Some students may require additional time because of additional training (AT) sorties, unsatisfactory sorties at the end of a unit, and progress / elimination checks. Above average students (or students with prior flying experience) may require less flying time per unit to prepare for the final check. Individual sorties may be shortened if unit objectives are met.

c. Maneuver Continuity — As a guide, each optioned MIF item should be accomplished a minimum of every third sortie. In the R6XX unit, accomplish each required maneuver at least twice during the unit. Give priority to

“+” items followed by optioned but not “+”items. The contractor develops policies, practices, and review procedures to ensure students have proper maneuver currency and recency of experience and specifically evaluate these areas before authorizing solo missions. This does not apply to maneuvers specifically cited in unit training objectives to be accomplished once

d. Maximum Daily Student Flying Activities — Students do not normally exceed one sortie per day through R204 or double turn from R204 to R301 except to complete an incomplete sortie. Beginning with the 300 Unit, students do not exceed two sorties per day (consider R501 and R502 as one activity). The contractor’s chief pilot (or designated representative) may approve a student to exceed one sortie per day prior to 300 Unit based on the student’s prior flying experience and ability. Document any deviations in the student’s training folder.

e. Minimum Total Hours — No student may complete this program with less than 36.0 flying hours. Exception:

Previously FAA certificated pilots may complete the program if they fly more than 30.0 hours and successfully complete R990. Coordinate these exceptions with HQ AETC/A3FR, at DSN 487-9642 or 7306, commercial

(210) 652-9642 or 7306 and document the approval in the student’s training folder.

f. Minimum Hours — Students normally accomplish 10.0 hours of cross country, 1.5 hours of dual night, 3 hours of simulated instrument, 7.4 hours of solo by the end of R801. Deviations from these minimums are documented in the student’s training folder. If a student doesn’t have at least 7.0 hours of solo time after the last solo flight, the civilian flight commander normally authorizes a RX87 sortie prior to R990 to ensure achieving a minimum of 7.0 hours of total solo time.

g. Landing Currency — Landing currency expires if a student has not accomplished a safe landing on a dual sortie within the preceding 7 calendar days. After R501, void a student’s landing currency in GTIMS on any sortie

(dual or solo) if an approach or landing on the sortie is graded U. Proficiency on short and soft field takeoff and landings is required by the last dual R6XX unit sortie. To regain landing currency after it is voided or expired, a student must demonstrate at least three safe landings on a dual sortie.

h. Extracurricular Flying — IFT students are prohibited from participating in any other flying training activity.

i. Sortie Lengths — Sorties and approximate flying hours are listed below. Adhere to the approximate time per lesson (see Flying Training Summary in Chapter 4) as closely as possible for the average student.

Unit Dual Time Solo Time Total Time

R101 1.2 0.0 1.2

R201 – 04 5.6 0.0 5.6

R301 – 07 9.8 0.0 9.8

R501 0.9 0.0 0.9

R502 (Solo) 0.0 0.5 0.5

R601 – 10 9.5 6.9 16.4

R701 1.5 0.0 1.5

R801 1.7 0.0 1.7

R990 (Final Check) 1.7 0.0 1.7

Total 31.9 7.4 39.3

5. Additional Training (AT) Sorties

AT sorties provide extra training to students. Fly AT sorties in the current unit or the most recently completed unit and code for that unit. These sorties do not satisfy any maneuver requirements in any unit, but may be used to update or void landing currency. AT sorties are normally graded No Grade (NG), but may be graded Unsatisfactory (U) for safety of flight, flight discipline, or airsickness reasons (IAW AETCI 36-2605, Vol 3). (Note: Following an AT sortie graded unsatisfactory, the student returns to the normal syllabus flow.) An AT sortie graded U does not count toward triggering a progress check (PC) or elimination check (EC), nor does an AT sortie graded NG break a string of unsatisfactory syllabus sorties. Do not document AT sorties as incomplete except when objectives are not met because of unusual circumstances.

a. Break-in-Training Events — The contractor’s chief pilot (or designated representative) may authorize these sorties for extended delays in training. As a guide, if a student has not flown for a minimum of 5 calendar days, the contractor’s chief pilot (or designated representative) may authorize one RX86 sortie for this type break-in-training. The contractor’s chief pilot (or designated representative) may use this authority only when remaining syllabus sorties are insufficient to compensate for the student’s break-in-training. Document as RX86 sorties in the student’s training folder. Additional AT sorties for the same break-in-training require the contractor’s chief pilot’s approval and are annotated on AF Form 4293.

b. Total Syllabus Time — AT sorties flown to meet minimum syllabus time are normally full mission profiles.

Sorties flown to meet total time are dual. The contractor’s chief pilot (or designated representative) may authorize these sorties when it becomes apparent they are needed. Students must meet end of unit MIF requirements for the most recently completed unit in which the AT was given. Code these sorties as RX87.

c. Outside the PC/EC process (before RX88 or RX89 trigger) — The contractor’s chief pilot may authorize each student up to two AT sorties before a PC or EC. These sorties are not automatically given to every student An AT sortie may be authorized when the contractor’s chief pilot feels the student will successfully solo or pass the final check with an additional training sortie. An additional AT sortie may be authorized by the contractor’s chief pilot if some training irregularity or anomaly occurred. The AT sorties should target student deficiencies and do not require a full mission profile. Code these sorties as RX87.

d. During the PC/EC process (after RX88 or RX89 trigger) — The squadron commander may authorize each student up to two AT sorties during the PC or EC process. These sorties are not automatically given to every student. An AT sortie may be authorized when the squadron commander feels the student will successfully solo or complete IFT with an additional training sortie. An additional AT sortie may be authorized by the squadron commander if some training irregularity or anomaly occurred. The AT sorties should target student deficiencies and do not require a full mission profile. Code these sorties as RX87.

e. Reinstatement by Commander’s Review — Reference AETCI 36-2605, Formal Aircrew Training Administration and Management. Code sorties as a result of reinstatement as RX87.

6. Airsickness

a. Instructors ensure both the civilian and military flight commanders are aware of any students having airsickness problems. Refer students who experience airsickness to a flight surgeon / aero medical examiner / medical technician for examination, counseling, and appropriate treatment. Instructors document airsickness episodes in the student’s training folder.

b. Students who become airsick during any of the last four sorties (includes R501) preceding the initial solo must receive the contractor’s chief pilot’s approval before flying the initial solo.

c. Post-solo airsickness results in an overall grade of Unsatisfactory.

d. Students who become airsick during the last four sorties preceding a 600 unit solo require the contractor’s chief pilot’s approval before flying solo.

7. Manifestation of Apprehension (MOA)

Although some slight anxiety or nervousness is common among students learning to fly, real fear of flying can interfere with judgment, decision making, and physical ability to control the aircraft. MOA may include passive or active airsickness, insomnia, loss of appetite, anxiety and tension related to the flying environment. When a student exhibits or admits to MOA symptoms that impair performance, document the symptoms in the student’s training folder and refer the student to the flight surgeon, aeromedical examiner, or medical technician for evaluation. Following the medical evaluation and a review of the student’s training record, document the medical assessment and the student’s potential to complete IFT in the student’s training folder. If appropriate, and with the concurrence of the Chief Pilot, the

Sq/CC justifies a recommendation for medical elimination in the student’s training folder.

8. Flying Safety

Emphasize aircraft mishap prevention training by recognizing, controlling, and correcting deficiencies in the student’s judgment and skill. Stress flying safety throughout the course. Present safety briefings once per week (minimum) to promote group discussions of the briefing topics and improve student attitudes associated with aircraft mishap prevention.

9. Emergency Procedures (EP) Training

a. Conduct EP training on all dual aircraft sorties to build the student’s confidence in the aircraft. Conduct EP training during the mission briefing or debriefing for all flights, emphasizing proper application of procedures and realistic use of available publications. Attempt to correct procedural deficiencies by providing additional instruction and study assignments based on individual student needs.

b. Thoroughly brief simulated aircraft emergencies prior to flight.

c. Administer EP / aircraft operations limits examinations weekly (minimum). Civilian flight commanders may modify this requirement as necessary to meet training needs.

10. Student Standardization Program

Discuss standardization topics once per week (minimum) for each flying period as part of the mass briefing. Emphasize situational emergency procedures. Include overhead questioning and group discussion of topics appropriate to the student’s stage of training.

11. Briefing Requirements

Briefings set the tone of the mission. Thoroughly brief all mission aspects, clearly establishing mission objectives, and provide instruction on student weak areas. Accomplish a post-mission briefing to measure the success of meeting the mission objectives.

12. Maneuver Demonstrations

Instructors demonstrate maneuvers prior to the student practicing them. Only maneuvers optioned by the MIF may be demonstrated or practiced.

13. Unsatisfactory Performance

a. Commander’s Awareness Program (CAP) — Refer to AETCI 36-2605, Vol 3 for guidance.

b. Unsatisfactory Sortie Restrictions — Following a sortie graded U overall, students progress to subsequent lessons in the same unit or repeat the last lesson of the unit, e.g., R307, until MIF standards are met or a progress check is required. However, if the final dual 600 unit sortie occurs prior to the end of the unit and is graded U overall, this sortie must also be repeated until MIF standards are met or a PC/EC is required. Following a solo sortie graded U, students progress to the next lesson. If a solo sortie flown as the final sortie of any unit is graded

“U” the unit is complete. Tailor subsequent sorties to address deficient area(s). R701 may be flown following an unsatisfactory R6XX dual or solo sortie. The subsequent R6XX sortie must be flown dual. R307, R610, R701, R801, and R990 sorties graded U solely because of a pre/postflight ground evaluation are cleared by another ground evaluation.

c. Unsatisfactory Ground Evaluations — Post-solo students who demonstrate an unsatisfactory level of knowledge during standardization, emergency procedures briefings, or examinations may not perform syllabus-required sorties until demonstrating satisfactory performance in the applicable areas. As a minimum, this restriction includes one flying period devoted to directed study and reevaluation unless an intervening nonflying day occurs. The nonflying day may be used for directed study provided the students are notified. The contractor’s chief pilot (or designated representative) may waive the one period grounding requirement. Document grounding and reduction of grounding period, if applicable, in the student’s training folder.

d. Unsatisfactory Academic Examination — The minimum passing score on the academic examination (A110), pre-solo examination (A111S), and RPA Final Examination (A1090) is 85 percent. Students who fail an academic examination receive extra instruction, emphasizing the student’s weak area(s). Administer a retake not earlier than one training day after the failed examination to allow the student the opportunity for additional self-study. Students who fail an academic examination may not continue further training until the failed examination is passed.

Students who fail an academic examination a second time are entered in the commander’s review process.

e. Progress Check (PC) — Figure 2-1 shows a list of PC triggers. When assigning an overall grade, the PC pilot should consider the student’s ability to complete the course within syllabus constraints as well as overall proficiency and situational awareness. The overall grade is “No Grade” (NG) or U. Document a PC as RX88 and include in the student’s training folder. For progress checks successfully completed and flown as a result of the student not soloing on R501, the PC pilot may oversee the student’s solo sortie (C502) after ensuring the student has completed all pre-solo requirements. For PCs flown after or as the sixth and final dual sortie of the 600 unit, the student must meet end-of-block MIF. For PCs flown after or as the sixth and final dual sortie of the 600 unit and the student does not hold the Solo Cross Country Endorsement, the PC pilot may oversee the student’s initial solo cross country sortie

f. Elimination Check (EC) — Figure 2-1 shows a list of EC triggers. When assigning an overall grade, the EC pilot should consider the student’s ability to complete the course within syllabus constraints as well as overall proficiency and situational awareness. The overall grade is NG or U. Document an EC as RX89 and include in the student’s training folder. For elimination checks successfully completed and flown as a result of the student not soloing on R501, the EC pilot may oversee the student’s solo sortie (C502) after ensuring the student has completed all pre-solo requirements. For ECs flown after or as the sixth and final dual sortie of the 600 unit, the student must meet end-of-block MIF. For ECs flown after or as the sixth and final dual sortie of the 600 unit and the student does not hold the Solo Cross Country Endorsement, the EC pilot may oversee the student’s initial solo cross-country sortie. A student who fails an EC is entered in the commander’s review process according to

AETCI 36-2605.

Progress Check Triggers

Three consecutive unsatisfactory events

Failed final check

Flight commander-directed for failure to progress or meet syllabus standards

Return to

Training

Elimination

Check

Elimination Check Triggers

Previous progress or elimination check and one of the following:

Three consecutive unsatisfactory events

Failed final check

Flight commander-directed for failure to progress or meet syllabus standards

Pass

Commander’s

Review

Figure 2–1 — Commander’s Review Process

Commander’s Review Triggers

Officership or lack of adaptability

Failed elimination check

Second failure of an academic examination

FTG/CC

Decision

Progress

Check

Reinstate

Eliminate

Fail

Return to

Training

Return to

Training

Pass

Fail

Process IAW

AETCI 36-2605

1 FTS/CC

Recommendation

g. Final Check, Progress Check, and Elimination Check Procedures

(1) The following table identifies check pilots and the types of checks they are authorized to administer.

Designated individuals complete a checkout program and are certified by the squadron commander. Only highly qualified military flight instructors (MFIs) and certified flight instructors (CFIs) may be certified as

PC/EC pilots.

(2) The objective of the final check is to ascertain a student’s ability to adapt to military flying and complete

URT.

Authorized Check Pilots Final Check Progress Check Elimination Check

SQ/CC or DO X X X

Designated Military IPs X X X

Contractor’s Chief Pilot X X X

Designated CFIs X X X

h. Passing a PC/EC — Passing a PC/EC fulfills the requirements of the sortie that caused it to be flown and may be used to complete a unit if appropriate. If the next sortie is a check, all sortie objectives are satisfied on the

PC/EC, and the student demonstrated the abilities and potential to successfully complete URT, the PC/EC substitutes for the check.

14. Solo Requirements and Restrictions

a. Prior to flying R501 each student must pass the pre-solo examination (A111S), demonstrating adequate knowledge of

(1) Federal Aviation Regulations (Title 14 Code of Federal Regulations, Parts 61 and 91)

(2) Airspace rules and procedures for the airport where the solo flight is flown.

(3) Flight characteristics and operational limitations for the make and model of aircraft to be flown.

b. At the conclusion of the examination, review all incorrect answers before conducting the flight.

c. Accomplish both sorties of R5XX on the same day. Fly R587, including the minimum requirements of R501, if conditions change significantly between R501 and R502 or there is more than a one day break between R501 and R502. Where possible, use the same aircraft for the solo flight (R502) as was used on the dual sortie (R501).

d. Failure to accomplish three solo landings on R502 because of circumstances beyond the student’s control does not require the sortie to be incomplete.

e. If a student loses landing currency, has no dual sorties remaining in the unit of training, and still has a solo sortie remaining, fly a dual AT sortie and accomplish a minimum of three safe landings. Document the sortie in the student’s training folder as an RX87.

f. Students must not perform any maneuver while solo in the aircraft unless approved by the flight instructor and an instructor briefs the student prior to the flight. IPs having continuity with the student should accomplish and document the briefing on the grade sheet. Each briefing must cover all mission objectives to be accomplished and any other items appropriate to the mission.

g. Students will not normally fly more than 2 consecutive solo sorties in the 600 unit. With concurrence of the contractor’s Chief Pilot and the Sq/CC, this requirement may be waived based on the student’s flying experience and ability. If there are more than two solo sorties remaining in the 600 unit after flying the last dual sortie, the civilian flight commander will normally authorize a dual R687 sortie after the second consecutive solo sortie.

15. Minimum Scheduled Student Turn-Times

Aircraft to Aircraft — 3+00

Note: the turn time requirement does not apply to R501/502, to the second sortie of a planned out-and-back, or to a sortie flown to complete an incomplete sortie.

Aircraft to Classroom — 2+30

16. Commander’s Review (CR) Process

Figure 2-1 depicts the triggers and decision-making flow for progress checks, elimination checks, and commander’s reviews. Students reinstated into training after a CR because of a flying deficiency must fly an elimination check following completion of the additional training sorties authorized in the reinstatement write-up.

17. Cockpit / Crew Resource Management (CRM)

Integrate CRM skills into flight briefings and debriefings, using the provisions of AFI 11-290, Cockpit / Crew Resource

Management Program and the AETC Supplement as guidelines. Grade sheets contain the following CRM items IAW

AETC Sup 1 to AFI 11-290:

a. Mission Analysis (Planning / Briefing / Debriefing)

b. Communication

c. Risk Management / Decision-Making

d. Situational Awareness

e. Task Management

Section C — Grading Procedures

1. Maneuver Grading

There are two methods of grading student performance: an absolute grading scale for rating individual maneuver items and a relative grading scale for assessing overall sortie performance.

2. Absolute Grading Scale

Instructors judge the student’s performance of maneuvers against the course training standards (CTSs) in this syllabus.

Grade maneuvers on the student’s characteristic performance. This grade does not consider the student’s type and amount of training.

Proficiency Grade MIF Level Description

No Grade (NG) 1 The instructor pilot demonstrates a maneuver the student does not practice, or a solo student flies a maneuver the instructor does not observe.

Unsatisfactory (U) 2 The student is unsafe, unable, or lacks sufficient knowledge, skill or ability to perform the operation, maneuver, or task.

Fair (F) 3 The student performs the operation, maneuver, or task safely, but has limited proficiency. Deviations occur that detract from performance and/or require instructor verbal prompting.

Good (G) 4 The student performs the operation, maneuver, or task satisfactorily.

Deviations occur that are recognized and corrected in a timely manner without any instructor verbal prompting.

Excellent (E) 5 The student performs the operation, maneuver or task correctly, with a high degree of skill, efficiency, and effectiveness.

3. Relative Grading Scale

The instructor uses the relative grading criteria to assess overall sortie performance with grades of Excellent (E), Good

(G), Fair (F) or Unsatisfactory (U). Students are expected to progress as they advance in training. Students may receive grades of F or U on individual maneuvers new to them, but still receive a grade of E for overall sortie performance. A student’s continued lack of progress should be reflected in an overall sortie performance grade of F or U, even if only a

U is required for the maneuver proficiencies. The instructor grades the student with an overall grade of U if any maneuver is graded U when an F or G proficiency level is required.

4. Regression rules

a. Regression is defined as the student failing to maintain a proficiency level previously required by the syllabus and achieved by the student. Any maneuver grade of U once an F or a G is required for that maneuver is not acceptable and the overall grade is U.

b. Regression may occur from a G to an F (where G was previously required) on a maximum of three maneuvers.

If regression occurs on more than three maneuvers, the overall grade is U. If regression occurs on any specific maneuver on two consecutive sorties, the overall grade is U. Regression is not allowed on end-of-unit sorties.

5. Maneuver Item File (MIF)

Maneuvers followed by a plus (+) must be accomplished in the specified unit. Students are not allowed to fly maneuvers without a number. An IP may accomplish a non-numbered maneuver if required (proficiency, unexpected weather, etc.) Maneuvers with a number but without a plus (+) may be accomplished, do not require continuity, but if flown, students must meet MIF standards by the end of the unit.

6. Solo Flight Grading Procedures

Grade solo sorties NG or U overall, with grades of NG or U on individual maneuvers flown. If a maneuver is graded U, the overall grade is U, and do not re-fly the sortie.

7. Incomplete Sorties

The contractor’s chief pilot (or designated representative) in consultation with the instructor of record determines when a sortie is incomplete and grade it NG. If a maneuver is graded U when an F or G proficiency level is required, the sortie is complete and the overall grade is U. Document all incomplete lessons and maneuvers deferred to the next lesson in the student’s training folder. NOTE: If a lesson is completed by a second sortie flown the same day, any required gradebook documentation may be delayed until after the second sortie is complete.

Section D — Course Training Standards (CTS)

1. Purpose

These standards outline the tasks and proficiency required of graduates of this syllabus. This program prepares students to enter URT with a high probability of completing the training.

2. Duties and Responsibilities

The student accomplishes the following:

a. Plan the mission.

b. Ensure the aircraft is preflighted, inspected, loaded, and equipped to perform the assigned mission.

c. Operate the aircraft to perform the mission using sound judgment and situational awareness.

3. General Proficiency Standards

a. Accomplish training standards in conjunction with clearing visually outside the aircraft.

b. Aircraft control must be smooth and positive. Flight control and throttle inputs that are characteristically imprecise and erratic can warrant an unsatisfactory grade even if numerical standards are met. Slight deviations in establishing or maintaining the proper or desired aircraft attitude or position may occur during the maneuver being performed.

c. Momentary deviations beyond flight value tolerances are acceptable if corrections are timely and flight safety is not compromised. The effects of weather (turbulence, for example) are considered when determining grades.

d. Procedural knowledge and application must be in accordance with applicable directives and allow the mission to be accomplished efficiently. If individual tasks require pre-mission planning, the standards from Mission

Planning / Briefing / Debriefing apply.

e. Standards equate directly to the grade scale of Good (any deviations from the standards are recognized and corrected in a timely manner.) Tasks trained to the grading level of Fair reflect a “safe proficiency level”

(deviations from the standards detract from the student’s performance.) (Section C, paragraph 2, Absolute Grading

Scale), Special performance tasks requiring introduction or ground training are specified under the job task

Performance description.

f. Where no specific standard is stated, these general standards and those of Basic Aircraft Control apply.

4. Employment

a. Conduct training in visual meteorological conditions (VMC).

b. The MIF regulates student progression to meet required standards prior to course completion. Evaluate performance using the Course Training Standards.

5. Tasks

The following table specifies the standards of performance required to achieve a Good level.

Performance Conditions Standards

1. Mission Analysis (Planning / Briefing / Debriefing)

a. Perform appropriate mission planning to include computing takeoff and landing data: plan mission profile and alternate course of action where appropriate.

a. Appropriate forms and aeronautical charts, and local area map.

b. Access (in person, internet, or telephone link) to FAA or military weather briefing facility.

c. FAR, AIM, NOTAMs, local instructions, syllabus, flight manual, and checklist.

a. Plan mission in a timely manner to meet maneuver requirements, correctly complete all applicable forms, and comply with all directives.

2. Ground Operations

a. Perform preflight inspection of aircraft including maintenance documentation and perform appropriate checklists.

a. Checklist and inflight guide.

b. Aircraft ready for inspection.

c. Fire extinguisher available.

d. Aircraft engine limitations memorized.

e. Appropriate aircraft forms

a. Correctly complete all checks and procedures in accordance with flight manual.

b. Determine aircraft status and accept or reject the aircraft.

b. Taxi to takeoff position and, after landing, to parking area. Complete appropriate checklists.

a. Designated taxi route.

b. Checklist and inflight guide.

a. Follow prescribed taxi routes while maintaining safe speeds

b. Visually clear for traffic and avoid obstacles during taxi

c. Maintain proper control deflection for wind conditions

d. Correctly complete all checks in accordance with the flight manual

c. Check engine condition and aircraft configuration prior to takeoff. Complete appropriate checklist.

a. Checklist and inflight guide. a. Make a proper decision to accept or reject airplane after engine checks.

b. Properly configure the airplane for takeoff.

c. Correctly complete all checks in accordance with the flight manual.

d. Perform postflight duties a. Checklist, inflight guide, and aircraft forms.

a. Correctly complete all checks in accordance with the flight manual.

3. Takeoff and Climb

a. Perform a takeoff to include:

(1) Complete appropriate checklists

(2) Check aircraft performance

(3) Maintain directional control, proper wind-drift correction, and alignment with the runway centerline throughout takeoff and climb

(4) Rotate and takeoff at recommended speeds.

(5) Accelerate to designated climb speed

a. Runway with a centerline stripe and current wind information.

a. Maintain runway alignment

±10 feet during takeoff roll.

b. Establish and maintain proper takeoff attitude and become airborne at appropriate airspeed for existing conditions.

c. Hold correct pitch attitude to attain and maintain climb speed +10 to –

5 KIAS.

d. Maintain ground track on the extended runway centerline until intercepting the published departure routing.

Performance Conditions Standards

4. Departure

a. Turn aircraft to clear traffic pattern at prescribed altitude.

a. Published pattern procedures or

ATC directions.

a. Initiate turn out of traffic and fly initial heading or ground track consistent with procedural directives.

b. Turn to proceed to navigation points at the designated altitudes and airspeeds or IAW instructions from

ATC.

a. Published departure instructions or

ATC directions.

a. Follow local departure procedures.

c. Overfly designated corridor entry point (if designated).

a. Global Positioning System (GPS), In-flight guide, and map.

a. Recognize and track to within ½ NM of corridor entry point with limited assistance from the instructor pilot.

d. Navigate and fly the aircraft to the area or designated enroute point.

a. Ground references on the departure route.

a. Use map, inflight guide, ground references, and VOR/GPS to navigate to the area or designated enroute point with limited assistance from the instructor pilot.

e. Level off at assigned altitude. a. Prescribed or ATC-directed altitude.

a. ±100 feet of desired altitude.

5. Basic Aircraft Control / Cross-Check

a. Maintain basic aircraft control.

b. Use outside references and aircraft instruments to achieve proper flight attitude

a. At all times. a. ±100 feet of desired altitude.

b. ±10 KIAS of desired airspeed.

c. ±10 degrees of desired heading.

d. Maintain coordinated flight, no more than ½ ball off-center

e. Maintain smooth and positive control consistent with flight conditions

6. Trim Use

a. Use trim to relieve control pressures and improve aircraft control

a. Aircraft with changing pitch and airspeed

a. Trim aircraft to establish a stable pitch attitude. (Aircraft pitch does not change appreciably if controls are released.)

7. Area Orientation and Inflight Planning

a. Maintain area orientation and remain within assigned area limits.

a. Working area commensurate with type of mission, within specified boundaries defined by coordinates and or ground references, and upper and lower altitude boundaries.

a. Remain within area boundaries using ground references and GPS.

b. Use assigned airspace in an efficient manner with minimum delay between maneuvers.

b. Perform inflight planning to include changing profile or adding or deleting maneuvers.

a. Preplanned mission profile. a. Able to adjust mission profile to comply with time and/or fuel limitations, weather, and area limits.

8. Climbs and Descents

a. Maintain climb and descent schedules.

a. Appropriate climb and descent schedules.

a. Maintain airspeed ±10 KIAS of desired airspeed.

b. Maintain heading or bank angle and coordinated flight.

a. Prescribed heading and course. a. ±10 degrees of desired heading or bank angle.

b. No more than ½ ball off-center.

c. Maintain required power. a. Desired altitude and climb or descent schedule.

a. Use appropriate power for climbs and descents.

d. Level off at assigned altitude. a. Desired altitude. a. ±100 feet of desired altitude.

b. ±10 degrees of desired heading.

c. Maintain coordinated flight, no more than ½ ball off-center

d. Maintain smooth and positive control consistent with flight conditions.

9. Turns

a. Roll into and maintain designated bank angle.

a. Aircraft in level flight

b. Designated bank angle.

a. ±10 degrees of desired bank angle.

b. Maintain altitude. a. Designated altitude. a. ±100 feet of desired altitude.

c. Return to wings-level after a designated turn.

a. Designated rollout heading. a. Obtain rollout heading ±10º.

d. Maintain coordinated flight. a. Functional turn and slip indicator. a. No more than ½ ball off-center.

10. Slow Flight Maneuvering

a. Control altitude, airspeed, bank angle, and yaw

a. Minimum altitude: 1,500 feet AGL

b. Proper configuration

a. +10 KIAS, –0 KIAS airspeed

b. ±100 feet of desired altitude.

c. ±10 degrees of desired heading.

d. Maintain coordinated flight, no more than ½ ball off-center

e. Maintain smooth and positive control consistent with flight conditions

f. +0/–10 degrees of desired bank angle (not to exceed 30º)

11. Steep Turns

a. Maintain altitude and airspeed. Roll into a 45º bank angle.

a. Aircraft in level flight at a designated airspeed and altitude.

a. ±100 feet of desired altitude.

b. ±10 KIAS of desired airspeed.

c. Maintain bank angle ±10º.

d. Maintain coordinated flight, no more than ½ ball off-center

e. Maintain smooth and positive control consistent with flight conditions

b. Roll out on entry heading after turning 360º.

a. Designated roll-in and roll-out reference.

a. Roll out on designated heading within ±20º.

12. Power-Off and Power-On Stalls

a. Perform power-off and power-on stalls in full-flap and takeoff-flap configurations, respectively.

a. Minimum altitude 1,500 feet AGL

b. Proper configuration

a. Recognize and announce first indications of the impending stall.

b. Initiate recovery IAW local flying procedures upon encountering significant aerodynamic buffeting or after control effectiveness is lost.

b. Control bank and yaw during entry. a. Specified entry parameters. b. Maintain heading ±10º in straight flight. Maintain ±10º of entry bank angle

(20º maximum)

a. Maintain coordinated flight, no more than ½ ball off-center

c. Recover from stalls. a. Stall warning indication

b. Minimum altitude 1,500 feet AGL

a. Recover to level flight or a slight positive climb with a clean configuration and a minimum altitude loss without entering a secondary stall.

(Recovery confirmed by altimeter and

VSI.)

b. Maintain coordinated flight, no more than ½ ball off-center

c. Maintain smooth and positive control consistent with flight conditions

d. Retract flaps IAW normal climb schedule

13. Ground Reference Maneuvers

a. Perform S-turns and turns around a point.

a. Minimum altitude 500 feet AGL

b. Prescribed airspeed

a. Exhibit knowledge of the elements related to S-turns, and turns around a point.

b. Determine wind direction / speed.

c. Enter maneuver between 600 to

1,000 feet AGL, on a downwind heading to begin the maneuver.

d. Apply drift corrections.

e. Maintain altitude ±100 feet.

f. Maintain airspeed ±10 KIAS.

g. Exit the maneuver as prescribed.

h. For turns around a point, exit after

720° of turn.

14. Navigation Procedures / VOR / GPS / Map Use (RPA)

a. Operate and interpret VOR/GPS navigation equipment.

a. Aircraft equipped for instrument flight.

b. VOR/GPS.

a. Locate aircraft position using navigational equipment and local area map.

b. Track VOR radials within 4°

b. Read in-flight guide and local area map.

a. In-flight guide and local area map.

b. Complete cross-country navigation map annotated with appropriate flight information.

a. Navigate using navigational equipment, in-flight guide, local area map and cross-country navigation map.

b. Maintain appropriate altitude ±200 feet

c. Maintain headings ±15º

15. Simulated Forced Landing — Pattern

a. Perform simulated forced approach and landing.

a. Aircraft with a simulated engine failure.

b. Runway suitable for a forced landing.

a. Establish and maintain recommended best-glide attitude, configuration, and airspeed ±10 KIAS.

b. Select suitable emergency landing area within gliding distance.

c. Plan and follow a flight pattern to the selected landing area considering altitude, wind, terrain, and obstructions.

d. Accomplish or simulate the appropriate emergency procedures.

e. Maintain positive control of the airplane at all times.

f. Fly the aircraft to a position where, if landing, touchdown would be:

(1) Below approach speed.

(2) Within 1,000 feet of the planned touchdown point.

(3) Within 15 feet of the runway centerline with no side drift.

g. If landing, establish recommended approach and landing configuration prior to touchdown.

a. Slow aircraft from touchdown speed to taxi speed and exit the runway

a. Aircraft on the runway centerline.

b. Aircraft properly configured.

a. Make smooth, timely, and correct flight control and brake inputs.

b. Maintain crosswind correction and directional control throughout rollout and exit from runway if landing fullstop.

16. Simulated Forced Landing — Area

a. Perform simulated forced landing approach in the area.

a. Aircraft with a simulated engine failure.

b. Landing zone suitable for a forced landing.

a. Establish and maintain recommended best-glide attitude, configuration, and airspeed ±10 KIAS.

b. Select suitable emergency landing area within gliding distance.

c. Plan and follow a flight pattern to the selected landing area considering altitude, wind, terrain, and obstructions.

d. Accomplish or simulate the appropriate emergency procedures.

e. Maintain positive control of the airplane at all times.

f. Fly the aircraft to a position where, continuation of the approach would likely result in a safe landing.

g. Initiate go-around so as not to descend below 500 feet AGL.

17. Arrival

a. Overfly designated training area exit location, corridor entry point, or other arrival intercept point.

a. GPS, In-flight guide, and local area map.

a. Recognize and track to within

½ NM of corridor entry point or other arrival intercept point, remaining clear of any adjacent training areas with limited assistance from the instructor pilot.

b. Turn to proceed to navigation points at the designated altitudes and airspeeds or IAW instructions from

ATC.

a. Published arrival instructions or

ATC directions.

a. Follow local arrival procedures.

c. Navigate and fly the aircraft to the traffic pattern entry point

a. Ground references on the arrival route

a. Use map, inflight guide, ground references, and GPS to navigate to the traffic pattern entry point with limited assistance from the instructor pilot.

18. Traffic Pattern

a. Enter the traffic pattern a. Published traffic pattern entry procedures or ATC directions.

b. Inflight guide and local area map.

a. Use map, inflight guide, and ground references to identify and overfly the traffic pattern entry point.

b. Perform traffic pattern. a. Published pattern altitude, airspeeds, groundtrack, and final approach.

a. Establish and maintain appropriate groundtrack.

b. Maintain proper spacing from other aircraft (no closer than 3,000 feet horizontally and any required wake turbulence separation)

c. Maintain airspeed +10/–5 KIAS.

d. Maintain altitude ±100 feet.

e. Configure the aircraft as appropriate for pattern.

19. Normal Approach and Landing

a. Perform approaches and landings

(transition from glidepath to runway).

a. Aircraft established on proper visual glidepath.

b. Aircraft properly configured.

c. Various wind conditions.

a. Select suitable touchdown point.

b. Establish recommended approach and landing configuration.

c. Maintain stabilized approach and recommended approach speed +10, –0

KIAS on the correct ground track.

d. Maintain crosswind correction and directional control at the appropriate airspeed throughout approach and landing.

e. Make smooth, timely, and correct control applications during the roundout and touchdown. Touch down smoothly within the first 1,000 feet of the runway, with no side drift, and with airplane’s longitudinal axis aligned with and over the runway centerline ±15 feet.

b. Slow aircraft from touchdown speed to taxi speed and exit the runway.

a. Aircraft on the runway centerline.

b. Aircraft properly configured

a. Make smooth, timely, and correct flight control and brake inputs

b. Maintain crosswind correction and directional control throughout rollout and exit from runway if landing fullstop.

20. No-Flap Approach and Landing

a. Perform approaches and landings

(transition from glidepath to runway) without the use of flaps.

a. Aircraft established on proper visual glidepath.

b. Aircraft properly configured.

c. Various wind conditions.

a. Select suitable touchdown point.

b. Establish recommended approach and landing configuration.

c. Maintain stabilized approach and recommended approach speed +10, –0

KIAS on the correct ground track.

d. Maintain crosswind correction and directional control at the appropriate airspeed throughout approach and landing.

e. Make smooth, timely, and correct control applications during the roundout and touchdown. Touch down smoothly within the first 1,500 feet of the runway with no side drift, and with airplane’s longitudinal axis aligned with and over the runway centerline ±15 feet.

f. If an airfield restriction prevents touchdown (e.g., Fowler), the IP may grade this item based on projected touchdown point.

b. Slow aircraft from touchdown speed to taxi speed and exit the runway.

a. Aircraft on the runway centerline.

b. Aircraft properly configured

a. Make smooth, timely, and correct flight control and brake inputs

b. Maintain crosswind correction and directional control throughout rollout and exit from runway if landing…